Explosive-engine



J. R. ZYGALINSKI.

EXPLOSIVE ENGINE.

APPLICATION FILED mm. 26. 1920.

Patented July 5, 1921.

PATENT OFFICE.

JOHN R. ZYGALINSKI, OF NEW HAVEN, CONNECTICUT.

EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented July 5, W1.

Application filed March 26, 1920. Serial No. 368,890.

To ail whom it may concern:

Be it known that I, JOHN R. ZYGALINSKI, a citizen of the United States, residing at New Haven, in the county of New Haven and State of Connecticut. have invented a new and useful Improvement in Explosive- Engines; and I do hereby declare the following, when taken in connection with the accom anying drawings and the characters of re erence marked thereon. to be a full, clear, and exact description of the same, and which said drawings constitute part of this application, and represent, in-

Figure 1, a sectional view 0? an explosive engine constructed in accordance with my invention.

Fig. 2, a sectional view on the line 22 of Fig. 1.

This invention relates to an improvement in explosive engines of the two-cycle type, the object of the invention being to secure high speed and maintain the same with the least amount of vibrations, to keep the engine cool. and to secure the same amount of power with a two-cycle engine in one cylinder as is usually accomplished by two cylinders of a four-cycle type. A further object is to provide a construction which permits the use of roller hearings in the crank-case; and the invention consists in a construction as hereinafter described and particularly recited in the claims.

In carrying out my invention. I employ a crank-case 5 into which a crank-shaft 6 extends and on which is mounted a crank 7 carrying a crank-pin 8. Connected with th: crank-pin and provided with roller bearings. is a pitman 10 provided at its upper end with a wrist-pin ll, with which it is connected with a cross-head 12. which crosshead is movable in the crank-case and guided by cross-head guides 13. as in the usual construction. Mounted upon the crank-case and separated therefrom by a crank-case. head 14. is a cylinder 15. In the cylinder is a piston 16 on a piston-rod 17 which extends through a stuffing-box 18 in the crank-case head 14 into engagement with the cross-head 12.

Opening out of one side of the cylinder, about midway of its length. is an exhaustport 19 closed by an exhaustvalve 20 provided with a valve-stem 21 connected with a tappet 22 extending into engagement with a cam 23 on the crank-shaft 6 by which the valve is operated at predetermined times,

the valve being normally held in a closed position by a. valve-spring 256. standard cxhaust-valve may be used.

Opening out of the lower end of the cylinder a port 24 communicating by a passage 25 with the explosive-chamhcr no at the top of the cylinder, which is divided by a batiieplate 27. At the upper end of the passage 25 is a check-valve 28 c-mtrolled by a spring 29 so as to normally close communication between the passage and the explosivechamber. The passage 25 comnnmicates with the carburetor through a sleeve t) closed by a checkvalve 31 normally held in its closed position by a spring 32. Communicating with the upper end of the crank-case is a breather-tube 33 leading to the carburetor through which oil vapor from the crank case is passed through the carburcter to mingle with the incoming charge. Mounted in the cyiinder-head 34 is the usual spark-plug A charge having been compressed at the top of the cylinder. is exploded. forcing the piston-head 16 downward and turning the crank. Assuming that the lower part of the cylinder is charged with gas drawn from the carburetor. as will hereinafter appear. this charge is tin'ced through the port 24. upward through the passage 25 in which it is preheated, forcing the check-valve 28 to an open position so that the charge can enter the top o the cylinder. and sweeps over the spark-ping whereby it keeps the contacts of the spark-plug in a. clean condition. As the piston-head passes the exhaust-port 19. the expanded gases remaining after explosion are allowed to escape. the exhaust-valve be ing momentarily opened at this time for this purpose. The incoming gas he ps to drive out the residue of the last charge and enters the cylinder without resistance. the opening from the chamber into the cylinder being at one side. so that the incoming charge enters the cylinder against the wall thereof. opposite the side having the exhaust-port. and so as to assist in driving out the burned gases from the last charge. The exhaust occupies but a moment. and the exhaust-valve closes before the new charge of gas can escape.

(in the next up-stroke of the piston. the check-valve 28 is c osed and the charge in the cylinder above the piston is compressed. At the same time. the upward movement of the piston sucks in a new charge from the carbureter. the check-valve 31 opening to permit this intake. In taking in this new charge, vaporized oil from the crank-shaft is drawn through the tube 35, which mixes with the gas in the carbureter and provides lubrication to a certain extent for the piston in the cylinder. (in the next downward stroke of the piston, the charge at the top of the cylinder being; exploded, the piston is moved downward, repeating the cycle of operations above described.

Among the many advantages due to my present construction, may he mentioned the fact that low grades of e asolene may be used as "fuel; the separati on oi gases by the ballleplate; the formation of a cushion at the bottom of the cylinder to prevent vibration;

in case of leaky rings on the pistons, the urn burned gas can not pass into the crank-case and hence dilute the lubricating oil in the crank-case, thus overcoming one of the causes of searing trouble in the present constructions; the a roidance ot a wrist-pin connection between the piston and the pistonrod, which saves wear on the piston and lows the carrying of a g eater num er ot' heat units in the cylinder, therefore giving higher combustion cfiiciency of the gases, and avoiding the possibility of the wrist-pin becoming loose and scoring the walls of the cylinder; the avoidance 01'? a cam-shaft and gears connected therewith, as the cams are mounted directly upon the crankshaft; and the fact that the engrine is generally simple in construction. It will be understood that any number ct cylinders may be employed, as the work required necessitates.

I claim:

1. The combination with a crank-case and crank therein, of a cross-head connected with the crank, a cylinder mounted on the crankcase and separated therefrom by a crank case head, a Tlingbor: in the said he, l, a solic piston in the said cylinder, a pistonrod connected with the piston and tending through the Si11'lillilb0?( into \i:o-nnection with the said cross-hcad, a port in the lower end of the cylinder, a passage formed in one side wall of the cylinder and connecting the opposite ends of the cylinder, said cylinder also formed at its upper end with a chamber into which said passage opens, saic chamher opening into said cylinder at oneside thereof, a bafile plate projecting into said chamber and extending over said opening and between it and the said inlet passage, a checkwalve at the upper end oi the said passage, an intake-valve opening into the said passage near the center thereof, a check valve in said intake opening, an exhaust-port opening rom one side of the cylinder, and an ex must-valve controlling said poi 2. The combination with a crankcase and crank therein, ot a cross-head connected with the crank, a cylinder mounted on the crankcase and separated therefrom by a crankcase head, a stul'lingboi: in thesaid head, a solid piston in the said cylinder, a pistonrod connected with the piston and extending through the shil ing-box into connection with the said cross-head, a port in the lower end of the cylinder, a passage formed in one side wall. the cylinder and Connecting the opposite ends of the cylinder, said cylinder also formed at its upper end with a chamber into which said passage opens, said chamber,

opening into said cylinder at one side thereof, battle plate promoting into sald cham her and extending over sald opening and between it and the said inlet passage, a

check-valve at the upper end of the said passage, an intake-valve opening into the said passage near the center thereof, a check Valve, an exhaust-port opening from one side of the cylinder, an exhaust-valve controlling; said port, and tube connecting the upper end of the crankcase with the carbureter.

In testimony whereof, I have signed this specification in the presence of two subscribing witnesses.

JOHN R. ZYGALINSKI.

Witnesses Fnnonnro C. EARLn, J. HAROLD FLYNN. 

